Trolley-stand.



W. HORN. TROLLEY STAND;

APPLIOATION FILED DEO.13, 1809. V 965,817. Patented July 26, 1910.

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TROLLEY STAND. APPLIOA'I'ION FILED DEO. 13, 1909.

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WILLIAM HORN', OF DETROIT, MICHIGAN.

TROLLEY-STAND.

Specification of Letters Patent.

PatentedJuly 26, 1910.

Application filed December 13, 1909. Serial No. 532,859.

To all whom it may concern:

Be it known that I, WILLIAM HORN, a citizen of the United States, residing at Detroit, in the county of Wayne and State of Michigan, have invented certain new and useful Improvements in Trolley-Stands, of which `the following is a specification.

This invention relates to trolley-stands, the main object of the invention being to provide 'a trolley-stand embodying springcontrolled gearing so constructed and arranged as to permit the trolley-pole to be reversed from one to the other of its operative positions without turning the pole in the usual manner, and by which the pole will be placed under spring tension in either position to hold the trolley-wheel in contact with the overhead conductor.

A further object of the invention is to provide means whereby the pressure of the spring-controlled gearing may be readily and conveniently increased or diminished to regulate the pressure `of `the trolley-wheel on the overhead conductor as occasion may require.

A still further obj ect is to providea novel means for coupling the trolley-pole to its socket.

With these vand other objects in view, the invention consists of the features of construction, combination and arrangement of parts, hereinafter more fully described and 4 claimed, reference being had to the accompanying drawings, in which Figure 1 is a side elevation of a trolleystand constructed in accordance with my invention, showing the trolley-pole in one of its operative positions. Eig. 2 is a similar view showing the trolley-pole in its reverse position. Fig. 3 is a top plan view of the trolley-stand. Fig. i is a vertical transverse section on the line 4 4 of F ig. l. Fig. 5 is a vertical transverse section through the trolley-pole socket. Fig. 6 is a perspective view of the upper end of the socket. Fig. 7 is a perspective view of the lower end of the pole. Fig. 8 is a perspective view of one of the collars or hubs.

Referring to the drawings, 1 designates the base of the stand, which maybe of any suit-able construction and revolubly `mounted upon the roof of a car-body in any preferred manner to permit the trolley-pole to have the usual lateral motion. Upon this base is secureda framework, preferably comprising a pairof spaced parallel inverted substantially U-shaped brackets 2, each bracket having its upper cross-bar horizontally arranged. `Suitable bearings are provided at the ends of these brackets for transverse shafts or axles 3 and 3, to which are respectively keyed or otherwise fixed, between the brackets, toothed segments i and 4:, a

pair of such segments, which are of corresponding form, being mounted upon each shaft.

Bearings 5 project upward from the central portions of the horizontal cross-bars'of `the brackets, and journaled therein is a transverse shaft or axle 6 carrying spaced pinions 7 which respectively mesh with the teeth of the alined opposing segments i and Lia, by which the shafts are geared for movement in unison. By the use of spaced pinions and spaced sets of segments disposed `on opposite sides of the transverse centers held from independent revoluble movement.

A coupling sleeve 13 surrounds the socket and lower end ofthe pole and has an in-` wardly projecting flange 1i at its upper end engaging over the collar 12, whereby the pole is held from withdrawal. The sleeve frictionally engages the socket and pole, and may be `slid upwardly to permit the pole to be detached from `the socket when desired.

The shafts 3 and 3a have their ends extending beyond the brackets, and upon the eX- tended end of each shaft is loosely mounted a hub or sleeve 15 provided with ratchet or clutch teeth 16 on its outer' face and having sets of radial openings 16a for the passage of a locking pin 17 which also passes through a transverse opening 1'?a in the shaft to hold the hub from both rotary and sliding movements. One end of the pin is `headed and its other end is apertured to receive a split key 18 to retain the key in position. Fixed at their coiled outer ends to the hubs on the shaft 3 are helicoidal springs 19, whose inner ends are loosely coupled to pins 20a passing through lugs or ears 21a on the base, whereby the inner ends of the springs are held from any except pivotal movement, while the coiled outer ends of the springs are adapted to be expanded and contracted or loosened and wound up by turning the hubs in one direction or the other, as will be readily understood, to regulate the tension or strength of the springs.

The segments are so arranged that when they are turned to a vertical position their central or minor axes will be in horizontal alinement and the pole will stand vertically, hence it will be apparent that when the pole is swung in one direction or the other the segmentswill be turned to like degrees in reverse directions, with the effect of winding up or tensioning one set of springs and relaxing the otherset of springs. When, for instance, the pole is swung to its operative position shown in Fig. l the pinions 7 will turn the segments 1 and shaft 3 in an outward direction, thus relaxing the springs 19, and at the same time turn the segments il and shaft 3aM inwardly thus winding up and tensioning the s rings 19a, which consequently tend to orce the pole to a central or vertical position, whereby the trolleywheel will be yieldingly held in contact with the conducting wire in one direction of movement of the car. On the other hand when the pole is swung to its reverse operative position, as shown in Fig. 2, the segments will be respectively turned in the opposite directions to that above described, whereby the springs 19a will be relaxed, while the springs 19 will be wound up and tensioned to force the trolley-pole upwardly and hold the trolley-wheel yieldingly in contact with t-he conducting wire in the opposite direction of travel of the car. It will thus be apparent that the movement of the pole in one direction or the other will automatically throw one set of springs out of action and the other set into action to properly support the pole by elast-ic pressure in either of its positions. By drawing down the pole, when in one position, until the trolley-wheel clears the wire, the pole may be swung to its reverse position without the necessity of turning it in an arc of 180 in the usual manner. The tension of t-he springs may be increased by the use of a suitable tool adapted to turn on the extended ends of the shafts and having teeth to engage the teeth 16 of either hub 15, whereby, upon removing the pin 17, the hub may be turned to tension the spring to the desired degree and then fastened by passing the pin through the openings in the hub and shaft which register when the hub is so adjusted. All the springs may in this manner be tensioned te equal degrees, to cause the trolley-wheel to bear with any required pressure on the conducting wire.

I claim 1. In a trolley support, the combination of a frame, opposing segments mounted on the frame, a pole having a pinion connected therewith and meshing with said segments, and pressure springs acting on said segments for opposing outward relative movement thereof.

2. In a trolley support, the combination of a frame, opposing gear segments mounted on the frame, a pole having a pinion connected therewith and meshing with said segments, pressure springs acting on said segments for opposing outward relative movement thereof, and means for tensioning said springs.

3. In a trolley support, the combination of a frame, shafts journaled on the frame, gear segments fixed to said shafts, a pole having a pinion connected therewith and meshing with said segments, coiled springs connected with the shafts, and means for tensioning said springs.

4. In a trolley support,the combination of a frame, shafts j ournaled on the frame, gear segments fixed to said shafts, a pole having a pinion connected therewith and meshing with said segments, collars rotatably mounted on the shafts, coiled springs connected with and adapted to be tensioned by the rotation of said collars, and means for fixing said collars to the shafts.

5. In a trolley support, the combination of a frame including a base, shafts journaled on the frame, gear segments fixed to said shaft, a pole having a pinion connected therewith and meshing with said segments, collars on the shafts, helicoidal springs fixed to the frame and collars, and means whereby the collars may be adjusted to tension said springs.

6. In a trolley support, the combination of a frame, outer shafts journaled thereon, a pair of segments fixed to each shaft, a central shaft, pinions thereon meshing with said segments, a pole carried by the central shaft, helicoidal springs connected with the outer ends of the shafts, and means for tensioning said springs.

7 In combination with a trolley-stand having spring-controlled gearing including a shaft, a socket fixed to said shaft and having lugs or projections, a pole fitted in said socket, a collar on the pole having recesses receiving said lugs, and a sleeve inclosing the socket and pole and having a fiange bearing against said collar.

8. In a trolley support, the combination of a frame, a pair of outer transverse shafts journaled on the frame, a central shaft journaled on the frame above the plane of said outer shafts, a pair of gear segments mount ed on each outer shaft, said segments being so arranged that when turned to a vertical position their central axes Will be in horizontal alinement, a pole fixed to the intermediate portion `of the Central shaft, pinions fixed to said central shaft on opposite sides of the pole and meshing With said gear segments, independent springs connected with the ends of the outer shafts, and means for independently tensioning said springs.

9. In a trolley support, the combination of a frame, a pair of outer transverse shafts j ournaled on the frame, a Central shaft journaled on the frame above the plane of said outer shafts, a pair of gear segments mounted on each outer shaft, said segments being so arranged that when turned to a vertical position their central axes will be in horizontal alinement, a pole fixed to the intermediate portion of the central shaft, pinions fixed to said central shaft on opposite sides of the pole and meshing With said gear segments, springs connected With the ends of the outer shaft, each spring being secured at one end to the frame and having its opposite end helieoidally Wound, and a tensioning device coupling the helieoidally Wound end of each spring to its shaft.

l0. In a trolley support, the combination of a frame, a pair of outer transverse shafts journaled on the frame, a central shaft journaled on the frame above the plane of said `outer shafts, a pair of gear segments mounted on each onter shaft, said segments being so arranged that when turned to a vertical position their Central axes Will be in hori zontal alinement, a pole fixed to the intermediate portion of the central shaft, pinions fixed to said central shaft on opposite sides of the pole and meshing with said gear segments, collars upon the ends of the outer shaft, springs fixed at one end to the frame and having helieoidally Wound ends fixed to the respective collars, the latter being loosely mounted for revoluble movement to tension the springs, and means for fixing each collar in adjusted position.

In testimony whereof I hereunto affix my signature in presence of tvvo Witnesses.

WILLIAM HORN.

Witnesses:

JOHN B. CHADDOCK, OTTO J STOLTE. 

